Track construction for underground railways and tunnels.



PATENTED JULY 9, 1907.

* T'. M. K. Ovf'xRLRND.y TRACK CONSTRUCTION TOR UNDERGROUND RAILWAYS ANU TUNNRLS.v

APPLIOATION FILED MAB. 12, 1907.

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UNITED STATES PATENT OFFICE.

THOMAS M. K. O V'ERLAND, OF NEW BRIGHTON, NEW YORK.

Specication of Letters Patent.

Patented July 9, 1907.

Application filed March 12.1907. Serial No. 361,977.

Tol all whom 'it may co'ncnm:

Be it known that I, THoMAsM. K. OVERLAN'D, a subject of the King of Norway, and a resident of New Brighton, S. I., in the bounty of Richmond and State of New York, have invented certain new and useful Improvements in Track Construction for Underground Railways and Tunnels, of which the following is a specification.

My invention relates to improvements in track con-.

struction for railways having a solid and rigid roadbed of concrete or a material of similar character as the case is with some street railways, subrailways, ordinary and subaqueous tunnels, and the object is to give the rails a permanent location both as to alinement and level, in this way reducing the cost of adjustment of tracks and ,securing a permanent clearance between cars and the inner face of the tunnel, further to reduce the height or diameter respectively of tunnels, decrease the noise and jolting of cars, facilitate the cleaning of the tunnel floor and walking along the track and render the construction as far as possible fireproof.

Figure 1 is a cross section of the rail and its foundation; Fig. 3 is a cross section in a smaller scale of one track showing the entire tunnel floor; and Fig. 2 is a longitudinal section on line 1 2 in Fig. 3.

Similar letters refer to similar several views.

Two longitudinal steel ties (rail channels) C-one for each rail-of a=built up or rolled section in the general shape of a channel or trough are embedded in the concrete door A.

B is a cement grouting applied in one of the ways now in practice for securing a reliable connection between the concrete floor already in place and the bottom plate o f the rail channel. In this rail channel are laid down wooden blocks (join-timber) E of such size that about 1/4 to 1/2/f wide -spaces are left between the join-timber and the inner face of the rail channels as well as between the separate wooden blocks. The join-timber is laid crosswise to the rail as shown on the drawing; it may also be laid lengthwise and in longer pieces. The join-timber being carefully surfaced, a lling D is poured into the narrow space surrounding it as well as in between the individual blocks. When the filling has hardened the rails are fastened to the foin-timber by means of screws or otherwise. The function of the rail channel is to distribute the wheel action lengthwise as well as laterally to the concrete floor.

The rail channels are on the drawing,' made up of two special bulb angles and one bottom plate. It also can bemade up of two rolled channels and a bottom plate-thelanges of the rolled channels see Fig. l.

parts throughout the pointing out from the railand the lower one riveted to the extended bottom plate-.or it can be made up of two Zbars and a bottom plate, the upper flanges of the Z bars pointing out from the rail and the lower ones riveted to the bottom plate. A. vital .point in this combination is the filling or casting around the join-timber. A compound of asphalt is one of the best materials now in the market; it is practically waterproof, fireproof and a non-conductor of electricity; the last mentioned quality is of importance for electric railways. At temperaturesbetween +100o F. and 0 F. it possesses the necessary strength and elasticity, ows freely at +425 F. and in about 1/2 thick layers it will harden in less than 20 minutes.

feet resemble somewhat strings on a musical instrument and lon accountof their discontinued support are a source of noise, impacts', and wear and tear on all parts ofthe railroad material. Therefore one of the points in this invention is the realization of an exact and permanent surfacing of the rail bearings (the jointimber) and a consequent giving the rails a'continuous and rigid bearing on every linear inch of their length. This will provide for smoothly running of cars, decrease the noise and consequently'beneflt the nerves of the passengers as well as preserve the railroad material.

(The impacts of wheels being reduced and more distributed is of special value in cast iron tunnels.)

The very useful transition curve with its varying superelevation can now be fully realized and even permanently maintained,which means increased `-afety as well as economy.

The tunnel oor can-be kept s..nitarily clean and tl. s construction will meet the strongest requirements in regardto fireproofness'.

In Figs. 2 and 3 is the drain .-.ystem indicated. F. is a longitudinal pipe and from l-oth sides of the roadway as well as from the area bet een the rails are branch pipes leading to F. as shown in dotted lines in Fig. 3.

If the open field standard with cross ties about 24 inches on centers is applied in a tunnel about l0 inches 'broken stone is required under the cross ties if proper tamping shall be done and if the surface of the concrete floor as well as the broken stone proper shall be sayed from crumbling.

The abolition of the ballast and' adoption .of this track construction means 9 to 10 inches saved in heights of l walls and columns and probably in diameter of tunnel Rails supported by cross ties at distances of about 2 The join-timber surrounded by asphalt and the upper face creosoted or tarred will last for 20 years and more. Screw spikes oi different diameters out of .the same pitch should be kept. When one screw does not draw suiciently another o larger diameter is' driven. Tie plates can be omitted on aocount of the rails having a larger bearing area. Y

A suitable side pressure between the screw spike and the rail foot can be secured by attaching a guide for the borer to the rail and by letting the boi'er run through this gdide the spike holes and consequently the spikes proper will be given a constant and suitable position in relation to the rail foot. Finally abandoned screw holes should be lled with a suitable material in order l to keep out the Water.

After having described my invention what l claim and desire to secure hy Letters Pate-nt of the United States, is-

A foundation or bearing for lalnay rails consisting; uf a combination of a metal channel C embedded in the sens 0f i1 trough in the tunnel oi' railway floor ot' concrete blocks E 01' wood laid flown in said trough and :1 material D cast into and till-inar the space between th(J individual blocks as Well as between the blocks und the inner face of the metal channel; all as substantially. set forth.

In testimony thereof I aflix my signature in ille presence of two Witnesses.

THOMAS M. K; OVERLAND.

Witnesses 

